Switch and signal apparatus.



Noisy/3142. PATENTBD JULY 31, 1906.

- C. W. COLEMAN. SWITCH AND SIGNAL APPARATUS. .PPLIUTION FILED Nov 2l1903.

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l IllI 1l THE NaRRls PErERs co., WASHINGTON. nA c4 No. 827,142.-PATBNTBD `JULY 31, 1.906. c. W. GGLBMAN. SWITCH AND SIGNAL APPARATUS.

APPLIOATIOT .FILLEDl NOV. 2. 1903.

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swlTc-H AND SIGNAL APPARATUS. 'I

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y @gn-neem@ .A l c am@ A No. 827,142. v P A'I'ENTED JULY v3l, 1906.

I Y G. W. COLEMAN.

. SWITCH AND SIGNAL APPARATUS.

APPLICATION FILED NOV- 2. 1903.

7 SHEETS-SHEET 4.-

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I N0. 827,142. PATENTED JULY ,31, 190@-` C. w. COLEMAN, .SWITGH ANDSIGNAL APPARATUS@ APPLIoLTIoN FILED nov. 2. 1903.,

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N6. 827,142. PATLNTLD JULY 3.1, 190C.

^ C. W. COLEMAN.

SWITCH AND SIGNAL APPARATUS.

APPLICATION FILED Nov; 2. 190s.

7 SHEETS-SHEET 6.

y c, w'. COLEMAN.- swITGHAND SIGNAL APPARATUS. I APPIJIUATION FILED NOY.2. 1903.

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`yPATENTED JULY 31; 1906.

f ATESL CLARENCE w. COLEMAN, .oF fwEsrErELn, NEW JERSEY, VVAs-SIGNOR ToTHE HALL sic-.NAL COMPANY, A CoEPoEArioN oE MA1-NE.

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- at No. 32' Charles street,-,Westfield, in the .y county of Union andState of NewJersey,

havey invented certain newand useful Improvements in Switch and SignalApparatus,

' of which the following is a specification'. l My invention lrelates tosignals, switches,-l

and the like, and particularly to that class of railway appliances andsysterris for controlling traffic onrailways that area'dapted to-'beactuated byfluid-pressure.

-. rkInI such systems the. railway-traffic-controlling apparatus isdisposed at. local points along .afrailway-line topermit'and controlplie passage of traflic at these points on: the 1ne.., y In particularmy invention relates to a signal apparatus in'which the preferred' formof motive power is liquefied carbonio-acid gas.` The object of myinvention is to provide an efficient means for the utilization offluid-.

- pressure without leakage and to reduce t`o 'a minimum the number ofvalves that arefnecessary to control the supplyof fluid tothe operatingmechanism andv to .operate ythe, valves so as to securecertam action atall a times. y l f A further object of my invention is to so locate theflasks containing the storage-'supply of compressed gas that they Willbe free from excessive variations of temperature and so that also the`size of the signal-casing may bereduced. f n y A further object of myinvention is to improve the retaining device for the signal.

With these and other objects in view my -I i invention consists in the.parts, improve- 4o ments, and combinations more fully set forthhereinafter.` i y y.

In the `accompanying drawings, annexed vto this specificati o n andforming a part theref of, Figure l ,is a front view of one form of myinvention, the particular embodiment there-` of being a'railway-signal.Fig. 2 is a side elevati on of the'right-hfand side of Fig. l. Fig. 3isa verticalsectgio'n. Fig. 4 is a horizontal ,Y sectionrnthe Alinevflu/1 of Fig..-1. Figsf, 6,A

and ,7 ishowjg details. Fig. 8 is a section thronghthe valve'lmechanism.Fig. 9 is an elevation off the housing for the valve mecharflisn.- lFigs.10 and 11 illustrate the means 'forioperating'thevalves, two positionsof thev patented .1115131.19061 valves being shown. ,Fig. 12il'lustratesthe3 circuitsthat are used to operate .the signal.;l Fig. 13isla perspective view ofthe' .valve- Op-j erating means.` rFig-14: is adetail.

J Referring nowy to the drawingsl in detail;

representsan` ordinary rform of signal, ,thev

particular embodiment illustratedjbeingin. f

the form of a signal-blade. y ,y 2 indicates they weighted spectaclehtheweight of Vwhich is `sufficient to' voverloalance .thesignal-bladeandnormally bias the sig-- nal to-thedanger lposition. Inthefform. ofv s ithe invention illustrated upon the 'drawings gthisWeight serves also. to 'and its mechanism.

Any suitable means lnal withthe operating Vmechanism` may be return thesignal for connecting thez sig-vl .y

used. Infthe. form; shown upon thev draw- L ings the rod is vconnected`to the moving 'member of the operating mechanismzat o ne end. At` theother end the rod 3 `is-'providedI with a connectingvdevice consistingof thev "clamp 4, to which the signal-rod 5.is-connected. The ,rod3passes through a bearing in frame 6; i Avdust-guard 7. and an oil-cup 8;c

lare 'attached` to theframe, serving, respect-- tively, to prevent' thedustfromgetting in to the bearingfor. the' rod 3 and to lubricate saidbearing.'y

lv'ated 'by fluid-pressure maybe yused fory mov- Any formofoperatingmechanismwactug ,l

tion of indication. In the vform of my linven- "tionillustrated' uponthe drawingsI have shown la piston and piston-chamber for accomplishingthis result.A In the particulargo .embodiment of the: inventionillustrated. .I

utilimze the movement of the cylinder to actu-- y ate the signal. lTheconstruction of the piston and piston-chamberis `such as to prevent 'anyappreciable leakage'L of gas'- during the `op- 9 5` eration and' topermit the smoothl action of,k

theparts and also toprotect the working pai-ts fromdirt and corrosion.The cylinder. 9 hassecurelybolted thereto at one end the end plate 10,into which the connecting-.rod 3l v1 oa is screwed. vThe other end'ofthe cylinder is closed byl any suitable means, so as to prevent theaccess of. moistureto the vworking 'if' parts within the cylinder. Thismeans may e widely varied. In the form of my inven- 105 tion shown inthe drawings I makeuse of a `cap-plate 11, vsecured to the cylinder 9. nI

also preferably provide a sleeve 1,2,"madeoff` snugly, which insuressome non-corrodible material, such as brass, for protecting the pedestal13. In the form of the invention shown in the drawings the pedestal ismade hollow andis mounted upon the base-plate 14. The pedestal is madehollow, so as to give suHicient space to permit the introduction of thesupply-pipe 15 through said pedestal and to permit its ready removaltherefrom in setting up and repairingthe apparatus. It will be notedthat the cap-plate 11 fits the protecting-sleeve 12 a smooth guidingaction for the cylinder and avoids the circulation of moisture aroundthe working parts. y At the top of the pedestal 13 there is provided I asquare opening 16, through which the screw-threaded nipple 17 isinserted, the nipple being provided'with a bore 18. In assembling theparts the nipple is first inserted through the square opening, thepiston 19 is then dropped upon the pedestal, a packingring 20 is thenplaced around the outside of the nipple, and the nut 2'1 is screwed downupon the packing-ring. This firmly secures the parts together andprevents the leakage of gas through the hollow pedestal to theatmosph'ere.

Any suitable means for supplying and controlling the admission offluid-pressure to the operating mechanism may be used.

In the preferred form lof my invention a storage-supply of liquefiedgas, such as carbonic-acid gas, is stored in the iask 22. This iiask Ipreferably locate within a receptacle 23, located in the pit 24. By thismeans the flask of gas is'preserved from excessive variations oftemperature and from the eXtreme variations o pressure which wouldresult from large iiuctuations in the temperature of the fiask if thelatter were exposed to the direct rays of the sun. The temperature ofthe ground being more uniform than that of the atmosphere insures a moreuniform temperature and pressure for the ygas in the flask. This isparticularly desirable when a liquefied gas, such as liquefiedcarbonio-acid gas, is used. The gas as it issues from the flask underhigh pressure passes through the pipe 25 into the reducing-valve 26. Abranch pipe 27 communicates with a pressure-gage 28, the pointer 29 ofwhich gives the pressure in the flask. The reducing-valve is of theordinary construction and is fully disclosed in the patent toNageldinger, No. 519,089, May 1, 1894, and needs no further descriptionhere. After the pressureof the gas has been reduced by thereducing-valve,the reduced pressure being indicated by the pointer 30,the gas passes through the pipe 3 1 into the eX- ansin-chamber 32. Thisexpansion-chamber removes any difli/culties which may arise by theformation of carbonio-acid snow. From the expansion-chamber 32 the gassupply and the piston-chamber.

be used. In the form illustrated I passes, by means of the pipe 33, intothe means for controlling the-admission ofthe gas l to Ithe operatingmechanism. After passing through vthe controlling mechanism the gaspasses through the pipe 34 into the pistonchamber of the operatingmechanism.

Any suitable means for controlling the admission ofthe gas to thepiston-chamber may be used. The motive fluid being preferably stored` inlocal storage-tanks, it is desirable to minimize the leaks, and thusprevent the waste of gas, and thus avoid a reduction in the number ofoperations for each tank full of fluid. The greater the number of valvesbetween the supply-tank and the piston-chamber, other things beingequal, the greater the tendency to leak, since each valve-seat @andpacking affords a source of leakage. I reduce the number of valves andsimplify their construction and operation. I prefer to use a singlevalve between the gas- It is also desirable to suitably control thevalve mechanism under all conditions that arise in ractice. To effectthis result, I contro the movement of the valve in one direction by anelectromagnet and return the valve by the weight of the parts or bymeans of a suitablyarranged spring. I also prefer to close the valveindependently, and `I prefer to use means controlled by the movement ofa part of the operating mechanism, which part in the embodiment of theform of the invention illustrated is the piston-chamber.

In the preferred embodiment of my invention I make use of anadmission-valve 35. The gas entering at a low pressure at the inlet 36passes through the opening 37 into the chamberv38 and thence through thevalveport 39 to the supply-pipe fol` the pistonchamber by way of thepassage 40.

I make use of lan electromagnet 41, the energization of which controlsthe movement of the admission-valve in one direction. In the bestembodiment of my invention the energization of the electromavnet 41 iscontrolled by a railway-train. In the form of the invention shown uponthe drawings the lenergization of the magnet operates to open theadmission-valve. Any suitable means may be used to transmit the actionof the magnet to the valve. In the drawings the magnet 41 is providedwith an armature 42, and the movement of the armature is utilized tocontrol the movement of the valve. Any suitable form of controllingmechanism may have shown suitable connections between the armature ofthe magnet and the valve. These connections may be widely varied; but inthe form illustrated they consist of a bell-crank 43, an adjustableconnection 44, the adjustment of which acts to regulate the position ofthe armature. Any suitable means for transmitting the movement to thevalve may be used. In the form of my invention illustra-ted upon thedrawings I make use of a linkA IOO ` preferably pivoted to the valve-rodat46.

yro

The energization of themagnet 41 movesv the'valve in onedirection. x Anylsuitable means may be used to return it. In the form of the inventionillustrated the weight ofthe valve and of the connections is such thatgravity acts. to return the parts,`- the force of gravity being assistedby the pressure of thel gas. Iny the particulark vembodiment of =theinvention illustrated the gas-pressure is" always. effective Vto urgethe. admission-valve toward itsseat, whether the valve is open orclosed. A spring may also beused tozmove the valve in the directionopposite-to .the

movement given to it by the electromagnet. A means is thus alwaysprovided forfreturn'- ing the.. admission-valve, no matter `whether theoperating. mechanism for the signal or` switch has made a completestroke or not.l f

y I also provide ameans'for closing the admisany desired manner.

sion-valve, which means. is preferably Icontrolled zby the movement ofone of the parts of the signal or switch operating mechanism..

In the form ofthe invention illustrated upon the drawings this means isthrown into action whenthe piston-chamber reaches the end of its stroke.mission-.valve controlled by the movement of the piston-chamber is asfollows:

i Any suitable movable part of they apparatus may be used to control lthe closing ofthe admission-valve. vided with a bracket 47, which isclamped to f" the rod by means of a bolty 48. l I provide-.a

suitable guiding means forinsurin the correct position of the partscarrie vby this bracket, and in the resent'instance I have shown agroove49, s iding along the guidingi i rib 50 toperformthis function..Thebracket is provided with an operating-roller 51,.freely mounted: upona4 stud v52", projecting from the bracket; The connections.l between themoving. element of the mechanism and the parts operated therebymaybewidelyvaried.`

In theform of the invention Aillustrated the roller `51 is caused to actupon suitable connections to `thevallve mechanism, which are.

as follows? A lever 52 is pivoted a-t 53 t0 the ver is connected to thevalve mechanism in I have shown thisc'onnection as adjustable at55, thethreaded rod 56 being adjustably connected to the arm.54.

Any `suitable. connections" maybe provided for transmitting the movementto the valve mechanism'. -In the formfof the ,inventionl illustratedIinterpose between` the-link 45A and the rod 56 suitable connections,such as thelink57.-

v It will be observed that the lever 52 is` so arranged withl relationvto its lIpivotJ 53 that the .weight ofthev lever actstoclose .the ad-`mission-valve. The lever 52 is prevented The means for closing the ad-In Fig. 1 the rodisprogravity toward the roller. I prefer, however;

to insure this movementl of the lever 52, if necessary, by forciblyacting upon it and this,- .I accomplish by soarrangingthe roller 51'y,with relation'tothe'part 58 that the roller engages the toe v61 of thelever 58 and swings' the lever aboutits pivot. 61. The tail 60 ofv 'thelever will then force the lever 52 toward the .right in Fig.' (SeeAFig.'14.') This lmovement is .transmitted to*- the jvalve and the valveis closed, so v4that no more gas can enter the cylinder.

' -I will now describe `the means for permit- -ting the` gas to exhaustfrom the operating mechanism. An exhaust-valve 61a, which, engages itsseat 62*',.is` arranged to move in; unison with the admission-valve.,Wheni ,the exhaust-valve .is closed, the admissionvalve is opened, and.vice versa. I preferA to mount'theadmssion and exhaust valves ony a`single stemfl.b .and .to make the connecytions` between the`l admissionand exhaust vvalves adjustable, as shown at 61C, so as to :transmit themovement t'o both valves from the same link 45. The exhaust-valvepermitsthe gas to leave ythe piston-chamber, and4 .thus allows`the-signal tor rest upon the re- ,tairiin'g device,vv as will be morefully describedhereinafter@ The 'pressure of-` gas" the .atmosphereassoon as the exhaust ris opened, which occurs, preferably, at' the endV`ofy the stroke .v'vhenfthe piston-chamber has ,reached the top,` sothatthe Agas expelled .from- 'the' piston-chamber when vthesignalsubsequently goes to danger is always unl der the same condition-Lire.,always at atmosplierick pressure. The cushioning action isalwaysuniform; f

A valve-guardis screwed into the 'cas- "ing'101 and/.compresses a washer102, so as to forma gas-tight' seal. Inside the guard v 100, at thebottom thereof, is a soft-rubber valve-seat 35?. Inside' the guard asleeve- 103 is providedjI on which is f mounted a screen 104. y Two insembrace the flat .part 35bof the va ve 35 to prevent it fromturning..The sleeve 103 is `prevented from turning by theV pin 1041.

I prefer to employ a suitable retaining de- ;vice for holding the signalat one position of indication. In the-form illustrated the sig- Anal isheld at safety by the retaining device after the parts have-been. givena full-stroke `,movementf The formv of this retaining de- IOO withinthepiston-chamber sinks to that of l.

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from the principle of my invention. fer to construct itas follows:

A detent 62, provided Witha vtooth 63, is suitably weighted at 64, so asto normally throw the arm of the detent toward the magnet 41` By thismeans the armature 66 is always urged toward the field of .the magnet41. Suitable meansare provided for limiting the movement of the.armature 66 toward the magnet 41, so as to prevent actual contactbetween the armature and the magnet while the signal is at danger, andthus avoid any danger of the armature sticking .to its magnet by reasonof the freezing of moisture between the armature `and the magnet or forany other cause. This is particular] advantageous .in a normal dangersystem. preferably provide a stop to limit the movement of the armature,and I prefer to .have this stop movable and to form a movable engagementwith the part whose movement it limits, so that all tendency :to freezeis avoided. The particular vform of the movable stop may be Widelyvaried. I prefer to use a roller 67 pivoted at 68 in an arm 69,thel-atter being pivoted at 7 0 to the bracket 47. A spring 71.pulls the.arm69 in onedirection, so aste limit the movement ofthe armature 66toward the magnet under normal conditions. Nevertheless when the magnetis energized its armature 66 may be brought into contact with themagnet, the stop 67 moving 'back slightly and the lspring 71 being thusput under tension. An .adjustable stop 72 limits the movement of theroller-stop 67 in one direction. It will be observed that the.rollerstop rolls along `thelever 6'5, so that it is impossible for thelever to freeze to theroller.

Any suitable means for retaining the piston at the end of its stroke maybe used. I preferto provide a spring-pressed detent 73, pressed by vaspring 74 and pivoted at 75 in the bracket 47. As the bracket rises thedetent 7 3 snaps past the tooth 63 yof the retaining device, the weight64 vof the retaining device .assisting inthis action. The magnet 41being energized at this time, the detaining device is firmly held withthe tooth 63 'supporting the signal and the attached parts in oneposition of indication :against the .action of the weighted spectacle 2.

It will be understood that although I have shown a system of circuitsfor o erating my signal, which system is designe to be :ope-rated on thenormal safety plan-that is to say, with the signal-blades standingnormally at safety when there is no train on the sectionmy inventionisequally applicable to normal .danger systems .in which thesignal-blades stand normally at danger under the conditions referred to.By ksuitably arranging the circuits my signal may be operated Aeitheronthe normal danger plan or the normal `safety plan.

ger behind the train under the iniiuence of the weight 2. When the trainpasses out of the section, the track-magnet 76 is renergized. Thesignal-circuit through the magnet 41 Ais closed. The magnet attracts itsarmature 42, `thus opening the inlet-valve and closing the exhaust-valveand admitting gas in the piston-chamber 9, so as to move the signalagainst the influence of the weight 2 to safety At the top of the strokeof the piston-chamber the means for cutting ofi the supplyof gas to thepiston-chamber by acting upon the admission-valve is thrown intooperation. The lever 52 closes the admission-valve and opens theexhaust-valve, and the detent 63 is held in place by the energization ofthe magnet 41, so as to retain the signal .in the safety position by coeration with the part 73. If for any reason ikely to occur in practicewhen the signal is at the danger position, such as the sudden openingand closing of a switch by a switchman and the consequent movement ofthe signal, the electromagnet isfenergized for an instant and thendenergized before the operating mechanism has completed its stroke, thepiston-chamber will only complete part of its movement, and the lever 52will not be actuated to close vthe admission-valve. By reason, however,of the weight of the parts attachedto the valve mechanism and thepressure of the gas acting to close the admissionvalve and o en theexhaust-valve, the magnet being energized, the admission-valve will dropto its seat and out off the supply. The exhaust-valve will also be open,and the signal will return to the danger position. It willthus beobserved that the valve mechanism isalways operated in two directions*one for o ening and the other for closingwhether t e piston makes `afull-stroke movement or not.

By referring to Figs. 10 to 14 the operation of the signal will bereadily understood. In Fig. 13 the parts are shown in the position theyoccupy when the signal is at danger With the normal safety system atrain is on the section protected by the signal. The admission-valve isclosed and the exhaust-valve is open. The iston-chamber nowrests u onthe piston at tiie bottom of its stroke. W ien the magnet 41 becomesenergized, the parts assume the intermediate osition shown in Fig. 10.The vexhaust-val ve -is closed, and

IOO

IIO

s the admission-valve is open. f This is the position assumed while .thesignal is clearing. The piston-chamber has started, but has not yetreached the top of the stroke.

In Figs. 11 and 14 the parts have made a com lete movement. The signalis atfsaie#y ty, eld by its retaining device, and the lever 52 yhas beenactuated -to closethe admissionvalve and .open the exhaust-valve.,`

. It `is-to be understood thatfm'any changes 'may be made in the form ofapparatus illustrated without departing from-the principle of myinvention. It 'may bev adapted 'to'norvmal safety and normal dangersystems, to

signals, switches, andthe like,` kby any onel "skilled in the art. l

What I claim, and desire to secure by *Let-` 1.` In arailway-tralQic-controlling apparatus, the combination of mechanismoperated by fluid-pressure of an admission-valve,k

means for closing said 'admission-valve and independent meanscontrolled'yby the, move-y ment of a part of said mechanism for closingsaid admissionvalve, substantially as de'- scribed. l l

. '2. In arailway-traflic-controllingapparatus, the combination ofmechanism 'operated by fluid-pressure, and a.dmission-valve there'- Jforclosing saidadmission-valve,and independent means for closing saidadmissionn valve, substantially as described.

- 4. Ina railway-traffic-controlling apparatus, the combination ofa'piston and 'istonchamber, va storage-supply of liquefi'e gas, a

single admission-valve between said storagesupply and vsaidpiston-chamber, means for closing s aid admission-valve and independentmeans for closing said admission-valve,

substantially kas described. f l

` 5. In a railway traffic-controlling apparatus, the combinationk of anadmission-valve, a gas-supply, .an operating V mechanism,

means'for actuating Vsaid admission-valve to'- cut othe gas-supply, andindependent means for controlling said admission-valve to shut off thegas-supply, substantially asdescribed.

6. In abrailwaytraffic-controlling appara-.f

tus,v the combination of mechanism operated therefor, means lfor closingsaid admissionvalve and means controlled by said mechanism for closing ltially as described.

by Huid-pressure, a single admission -va'lve aid admission-valve,substanf' 7. In a yrailway traffic-controlling apparatus, thecombination of' a piston and istonchamber, av storage sup ly Vofliqueiie gas, a single admission-valve 'etween said storagesupply andsaid piston-chamber, means closing lsaid adrnission-valve and-meanscontrolled bythe relative movement between said piston vandpiston-chamber for closing said admission-valve, substantially. as de-yscribed. l

8. In a railwaytraiiic-controlling apparatus, the combinationoiga-piston and istonchamber, a'storage sup ly oliqueiie gas, a:

Ebetween said storage supply and said piston-chamber, means'for` closingsaid admission-'valve and means. con-1 trolled by ysaid. piston-chamberfor closing-4 said,` 'admission-valve, substantially =as de-` singleadmission-valve scribed.v

i .-9. Ina railway traffic-controlling appara-t tus, the combination ofa piston and iston-` chamber, a storage supply oi lqiiefie gas, a',

single admission-valve between said storagesupply Aand saidpiston-chamber, means for p.

closin said `admission-valve and meanscontrolle bythe relative movementbetweeni said'piston vand piston-chamber, said means vbeing actuatedwhen the parts have made a full-stroke movement, `-for vclosing said`admission-valvesubstantially as described.

'10. Ina railway trahie-.controlling apparatus, the combination oflapiston andy istonchamber,` astorage supply oflliquefie gas, a; s

singlevadmission-valve between said storage v supply and saidpiston-chamber, meansfi'or' closing said admission-valve and meanscontrolledby saidv piston-chamber, when said 1 chamber has-completed itsstroke, for closing said admission-valve7 substantially as .de-

scribed.' v

`1 1. In arailway traffic-controlling apparavtus,the combination of anadmission-valve,

an electromagnet, means'whereby the energization of said magnet movesthe valvein one direction, vmeansv formoving said valveY in the'oppositedirection, andindependent means for closing said valve, substantially asdescribed., 1

12. In a railway traffic-controlling apparatus, the combination of anadmission-valve, an electromagnet, means whereby the ener- Iii;

gization of said magnet acts to open the.

valve, means `for closing the valve, and indei pendent means for closingsaid valve, substantiallyas described. '13: In-arailwaytraffic-controlling.appara- 1311sthe''combinationof` a piston andpiston-f lchamber, an admission-valve, an electromaginet, means wherebythe energization of said4 'magnet actslto open the valve, means forclosingythe valve, and means controlled by the relative movement betweenthe piston" "and`- piston-chamber Jfor closing said valve,

` substantially as described.

, chamber, an admission-valve, an electromagnet, means whereby theenergization of said magnet acts to open the valve, means for closingthe valve, mechanical connections between the piston-chamber and thevalve whereby the movement of the piston-chamber acts to close saidvalve, substantially as described.

16. In a railway traino-controlling apparatus, the combination of apiston and pistonchamber, an admission-valve, an electromagnet, anarmature for said magnet, connections between the armature of saidmagnet and said valve whereby the energization of said magnet moves thevalve in one direction, means for returning said valve, `mechanicalconnections between the piston-chamber and the valve whereby themovement of the piston.- chamber acts to close said valve, substantiallyas described.

y17 In a railway traffic-controlling app aratus, the combination of anadmission-valve, a link connected to said valve, an electromagnet, anarmature for said magnet, connections between the armature of saidmagnet and said link, a piston and piston-chamber, connections betweenthe piston-chamber and said link whereby the movement of saidpiston-chamber closes said valve, substantially as described.

18. In a railway traffic-controlling apparatus, the combination of'anadmission-valve, an exhaust-valve, an electromagnet, means whereby theenergization of said magnet moves said valves in one direction, meansfor moving said-valves in the opposite directionk and independent meansfor actuating,y said valves, substantially as described.

19. In a railway traino-controlling apparatus, the combination of apiston and pistonchamber, an admission-valve, an exhaustvalve, anelectromagnet, means whereby the energization of said ma net moves saidvalves in one direction, means or moving said valves in the oppositedirection and means controlled by the relative movement of said pistonand pistonchamber for actuating said "valves, substantially asdescribed.

20. ln a railway trahie-controlling apparatus, the combination of apiston and pistonchamber, an admission valve, an exhaustvalve, anelectromagnet, means whereby the energization of said magnet moves saidvalves in one direction, means tor moving said valves in the oppositedirection and means controlled by the movement of the piston-chamber atthe end of its stroke for actuating said valves, substantially asdescribed.

21. The combination of a railway-signal, means for supplying gas toactuate said signal, an admission-valve for controlling said gas-supply, means for closing said admissionvalve and independent means forclosing said admission-valve, substantially as described.

22. The combination of a railway-signal, mechanism operated bygas-pressure for actuating said signal, a storage supply of liqueed gas,a single admission valve between said storage supply and said mechanism,means tor closing said admission-valve, and independent means forclosing said admission-valve, substantially as described.

23. The combination of a railway-signal, a

piston and piston-chamber, for actuating said signal, a storage supplyof liquefied gas, a single admission-valve between said storage supplyand said piston-chamber, means for closing said admission-valve andindependent means for closing said admissionvalve, substantially asdescribed.

24. The combination of a railway-signal, an admission-valve, agas-supply, an operating mechanism for said signal, means for actuatingsaid admission-valve to cut oli' the gas-supply, and independent meansfor controlling said admission-valve to sluit o'il the gas-supply,substantially as described.

25. The combination of a railway-signal, mechanism operated byfluid-pressure for aetuating said signal, a single admission-vulvetherefor, means for closing said admissionvalve and means controlled bysaid mechanism for closing said admission-valve, substantially asdescribed.

26. The combination of a railway-signal, a piston and piston-chamber,for actuating said signal, a storage supply of liquefied gas, a singleadmission-valve between said storage supply and said piston-chamber,means for closing said admission-valve and means controlled by therelative movement between said piston and iston-chamber for closing saidadmission-valve, substantially as described.

27. The combination of a railway-signal, a piston and piston-chamber,for actuating said signal, a storage supply of liquefied gas, a singleadmission-valve between said storage supply and said piston-chamber,means for closing said admission-valve and means controlled by saidiston-cbamber for closing said admission-va ve, substantially asdescribed.

28. The combination of a railway-signal, a piston and piston-chamber,for actuating said signal, a storage supply of liquefied gas, a singleadmission-valve between said storage supply and said piston-chamber,means for closing said admission-valve and means controlled by therelative movement be- IOO 827,142 l i i '7,

tween said piston andpistonechaniber, said means 'being 'actuated`.Whenthe parts have i made a full-stroke movement, for closing saidadmission-valve, substantially as described. 29'.' The combination of arailway-signal, a piston l said signal, a storage supply of liquefiedgas,

a single admission-valve between saidv storage supply and saidpiston-chamber, meansv l for closing said admission-valve and meanscontrolled'` by 'said pisto'n-i'ahamber,` when` lsaid chamber hascompleted its stroke, vfor as described.v i Y 30.` The combination of arailway-signal,

closing said admission-valve, substantially an admission-valve forcontrolling the supply oigas to actuate said signal, an electromagnet,means whereby the energization of said magnetI moves the valve-in,4 onedirection, means for moving said valve in the opposite direction, andmeans for closing said valve, substantially asdescribed.-

'31.' The combination oi a railway-signal,

an admission-valve for controlling the supply ot gas to actuate saidsignal, an electromagnet, means whereby the. energization of saidmagnetacts to yopen thev valve, means for closing ythe valve,and'independent means Vtor closing said'valve, substantially as. de.-

scribed. .if

32.' The combination of arailwa'y-signal, a piston and "piston-chamber,for actuating said signal, an admission-valvaan electro-v magnet,vrmeans whereby the energizationfof said magnet acts'to open the valve,means v for closingI the valve 4and mean'scontrolled by theV relativemovement between they piston andpiston-cliamberl:for closing said valve,substantially `as described.

'j 33. The combination of a railway-signal, a' piston yandpiston-chamber, for actuating saidsignal, an` admission-valve, an.electroma net, means whereby the energization of sai magnet acts to openthel valve, means for closing the valve and means controlled by themovement( loi" the `piston-chamber for closing said valve, substantiallyas described. 34. The combination of a railway-signal, a piston andpistonechamber, for actuating saidsignal, an admission-valve, anelectromagnet, means whereby the energization of said magnet. acts toopen the valve,vmeans Jfor closingthe valve, mechanical connectionsbetweenthe piston-chamber and the valve whereby the movement of the piston-cham-` ber. acts to close saidvalve, substantially as described f 135. The combination of a railway-signal, a

piston and piston-chamber,l for actuating saidsignal, anadmission-valve, an electro-v magnet', `an Larm-ature for said magnet,.con-

nections between'rthe armature of said mag net andsaid-valvewhereby theenergization of said'magnetmovesfthe'valve iii one direc# tion, meansfor returning said valve ,mechanand pistonchamber for. actuating icalconnections'between the pistoi'i'cliamber and the' valve whereby themovement of the pistoii-chamber acts to close said valve, substantiallyas described.v y 1 36. The combination of a railway-signal, anadmission-valve for controlling the supply l ofgas Jfor vactuating saidsignal, a link connected to saidvalve, an electromagnet,` an: armaturevfor said magnet, connections be.V

tween the armature of said magnet and said link, .a piston andpiston-chamber, connections between the piston-chamber and said linkwhereby the movement'ot` said piston? chamber closessaid valve,substantially asvdescribed.y

37. The combination of a-railway-signal,"4

an admission-valve Jfor controlling the supply of gas for actuating saidsignal, an exhaust-V valve, an electromagnet, means whereby theenergization of said magnet moves said valves in one direction, meansfor moving said valves in the opposite direction and means for actu`ating said valves, substantially as described.'-

, 88. The combinationof a railway-signal, a

piston and piston-chamber,` for actuatingl said signal, anadmission-valve, 'an exhaustvalve, an electromagnet, means whereby theenergization of said magnet moves said valves in one direction, meansfor moving said valves `in rthe opposite' direction and means`c'ontrolled by the relative movement of said piston and piston-chamberfor actuating saidv valves, substantially as described.

' 39. The combination of a railway-signal, aV

piston and -pistonchamber,.for actuating scribed. f

40, The combination of arailWay-signal, a

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'retaining device for said'signal, meansiori supplying gasto actuatesaid signal, 'an ad'` 7 mission-valve for controlling said gas-supply,1means for closing said admission-valve,.indeV4 pendent means forvclosing said admission! valve, andjmeans for operating said retainingdevice,- substantially as described.`v Y. 41. The' combination of arailway-signal, aA

retaining 'device' for" said signal, mechanism operated bygasfpressurefor actuating said signal, a storage supply` of liquefiedgas, a vsingle admissionfvalve belween said storage supply and saidmechanism, means for clos-1 ing said admission-valve, independent meansorclosing said admission-valve, -and means Jfor operating said retainingdevice,` substantially as described. f

42. The combination of a railway-signal, al retaining vdevice forsaidsignal, an admission# valve,-a gas-supply, anoperatingmechanism forsaid signal, means for actuating said admission-valve to cut oii theas-supply, independent means for controlling said admission-valve toshut oif the gas-supply, and means for actuating said retaining device,substantially as described.

43. The combination of a railway-signal, a retaining device for saidsignal, a piston and piston-chamber, for actuating said signal, astorage supply of liquefied gas, a single admission-valve between saidstorage supply and said piston-chamber, means for closing saidadmission-valve, means controlled by said piston-chamber for closingsaid admission-valve, and means for actuating said retaining device,substantially as described.

44. The combination of a railway-signal, a retainin device for saidsignal, a piston and piston-chamber, for .actuating said signal, astorage supply of liquefied gas, a single admission-valve between saidvstorage supply and said piston-chamber, means for closing saidadmission-valve, means controlled by the relative movement between saidpiston and piston-chamber, said means being actuated when the parts havemade a full-stroke movement, for closing said admission-valve, and meansfor actuating said retaining device, substantially as described.

4*'5. The combination of a railway-signal, a retaining device for saidsignal, an .admissionvalve for controlling the supply of gas to actuatesaid signal, an .electromagnet, means whereby the energization of saidmagnet moves the valve in one direction, means for moving saidl valve inthe opposite direction, means for closing said valve, and means foractuating said retaining device, substantially as described.

46. The combination of a railway-signal, a retainin device for said sinal, a piston and piston-c amber, for actuating said signal, anadmission-valve, an electromagnet, means whereby the energization ofsaid magnet acts to open the valve, means for closing the valve,

Vmechanical connections between the pistonchamber and the valve wherebythe movement of the piston-chamber acts to close said valve, and meansfor actuating said retaining device, substantially as described.

47. The combination vof a railway-signal, va retaining device for saidsignal, an admissionvalve for controlling the supply of gas foractuating said signal, an exhaust-valve, an electromagnet, means wherebythe energization of said magnet moves said valves in one direction,means for moving said valves in the opposite direction, means foractuating said valves, and means for actuating said retaining device,substantially as described.

48. The combination of a railway-signal, a retaining device for said sinal, a piston and piston-chamber, for actuatmg said signal, anadmission-valve, an exhaust-valve, an electromagnet, means whereby theenergization of said magnet moves said valves in one direction, meansfor moving said valves in the opposite direction, means controlled bytherelative movement of said piston and pistonchamber for actuating saidvalves, and means for actuating said retaining device, substantially asdescribed.

49. The combination of a railway-signal, a retaining device for saidsignal, a storage supply of liquefied gas, a piston and piston-chainber,for actuating said signal, an admissionvalve, an exhaust-valve, anelectromagnet, means whereby the energization of said magnet moves saidvalves in one direction, means for moving said valves in the oppositedirection, means controlled by the relative movement of -said piston andpiston-chamber for actuating said valves, and means for actuating saidretaining device, substantially as described.

50. In a railway traffic-controlling apparatus, the combination of asignal, mechanism operated by Huid-pressure for actuating said signal inone direction, an admission-valve a apted to be opened and closed, meanscontrolled by said mechanism for closing said valve` and meanscontrolled by a tram for closin said valve, substantially as described.

5l. n a railway traffic-controlling apparatus, the combination of apivoted semaphoreblade normally biased to danger, a piston andpiston-chamber for moving said blade against its normal bias, anadmission-valve adapted to be opened and closed, means controlled by therelative movement of said piston and piston-chamber for closin saidvalve and means controlled by a train or closing said valve,substantially as described.

52. In a railway traiiic-controlling apparatus, the .combination of apivoted semaphoreblade normally biased to danger, a piston andpiston-chamber for moving said blade against its normal bias, aretaining device for holding said blade at one position of indication,an admission-valve adapted to be opened and closed, means controlled bythe relative movement of said piston and piston-chamber for closing saidvalve and means controlled by a train forclosing said valve,substantially as described.

53. Ina railway traiiic-controlling apparatus, the combination of asignal, mechanism operated by fluid-pressure for actuating said signalin one direction, a local storage supply of liquefied gas, anadmission-valve adapted t0 be opened and closed to control the supply ofgas to said mechansim, means controlled by said mechanism for closingsaid valve and means controlled by a train for closing said valve,substantially as described.

54. In a railway traHic-controlling apparatus, the combination of apivoted semaphoreblade normally biased to danger, mechanism operated byfluid-pressure for actuating said semaphore-blade against its normalbias, a

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local stora e supply of liquefied gas, an `admission-va ve adapted to beopened andv closed to control the supply of gas to said 56. Thecombination of a railway-signal',V av

retaining device therefor, an armature, connections between theretaining device and the armature, a magnet, a movable stop acting toseparate said armature Jfrom said magnet `and to limit its movement inone direction and means for moving said stop in a .transverse direction,substantially as described. l

57. The combination of a railway-signal, a retaining device therefor, amagnet, an armature for said magnet whereby the retain-l ing device isthrown into operation, a roller for limiting the movement of saidretaining device and means for moving said roller, substantially asdescribed.

58. The combination of a railway-signal, ak

piston and piston-chamber for actuating said signal,' a retaining devicefor said signal, a magnet, an armature for vsaid magnet whereby theretaining device is thrown into operation, a roller for limitingthemovement of 'said retaining device, and means whereby the relativemovement between the piston and.

piston-chamber acts to bodily move said roller, substantially asdescribed.

59. vThe combination of a hollow pedestal, a supply-pipe for theoperating iluid passing through the interior of said pedestal, Aa pistonsecured to said pedestal, a cylinder surrounding said piston, arailway-signal and means connecting said cylinder with said signal,

substantially as described.`

60. The combination of a hollow pedestal, a protecting-sleevesurrounding said pedes- LSI tal, a piston and piston-chamber, arailwaysignal and means connecting said pistonchamber with said signal,substantially as described. n

61. The combination with a hollow pedestal, a piston and piston-chamber,means fory closing the ends of said piston-chamberfa railway-signal andmeans for transmitting the movement of the parts to said signal,substantially as described.

62. The combination with a hollow pedestal, a protecting-sleevesurrounding said pedestal, a piston and piston-chamber, means forclosing the ends of said piston-chamber,y a railway-signal and means fortransmitting .the movement of the parts to said signal, substantially asdescribed.

63. The combination ofa hollow pedestal, a protecting-*sleevesurrounding said pedestal, apiston and piston-chamber, means for closingthe ends of said piston-chamber, said piston-chamber Jfitting saidsleeve at one end, a railway-signal and means for communicating themovement of the piston-chamber to said signal, substantially asdescribed.

64. The combination of a railway-signal, a tank containing a storagesupply of liquelied gas, for operating said signal, said .tank being v vlocated in the earth, to avoid excessive var1a-` tions in pressure,substantially as described. 65- The combination of a railway-signal, atank for containing a storage supply of liquestantially as described. f

In testimony whereof I aliiX my signature in presence of two witnesses.CLARENCE W. COLEMAN. Witnesses:

ERNEST PULsFoRD, WILLLAM F.. BrssrNG.

ied gas for operating said slgnal, and means

